Improvement in thorough-brace spring



Jona c.oLL1ER', or lLos intentas,` cALIr O'RN'IA.

i Letters .Patent No. 103,041, dated Mag/17, 1870. I

`rlvnnovrzta'faim' nir TnoRoUGH-BRACE. SPRING.

The 'Schedule referred to 'in these Letters Patent and-fnakng part of the same To all Iwhom lit may conce/rn.; i

`Be it known that I, J OHNGOLLER, of Los Angeles, in'the county of Los Angeles and `State ot' California, have invented a new and usetul Improvement i 1n Thoroughfbrace Springs; and I do hereby declare that thefollowing is a full, clear, and exact descripiion thereof, which will enable'` others skilled in the .art to make and use the same, reference being had to the accompanying drawingsforming part ot' this speciication;

This invention relates to improvements in springs for thorough-'brace wagons and carriages, and consists in an improved arrangement of steel and wood springs for operation separately or together, according to the load suspended upon them, 'in a manner to provide more uniform elasticity, whether the load be heavy or light. 1`

Figrre` lV represents av side elevation of 'my improved springs, a p art of the. reach-bar, transverse i section ot iheaxle or` bolster, and the mode of connecting the whole together, and

Figure 2 represents a transverse section of Iig. l. Similar lettersot reference 'indicate corresponding parts.

A is` the reach-bar, or .one of the bars of the fra-me, connecting the rear axle and the front bolster.

B isthe axle or bolster; and

Il yis a strong tlat steel curved spring, attached to the under side ofthe reach-hause as to pass over the axle orbols'ter and4 be. secured by the bolt E and the clips F.

G is a curved wood spring, connected to the top of the bar A, also by the boltE and clips F, and curved `like the sprngD,but on a shorter radius, so that y the upper cnd'of the latter, which is longer than thev former, will ,bear on the. topot' G, where it passes over it. i

YHis another steel spring-ot' 4the same curvature as spring G. It is connected to the bar A by being clampedv between it and springG, and f its the exterior face of the latter snugly. This spring H is bent overthe upper end of G, as shown at 1, and a clip, K, is clamped between this spring atthe upper end and the end of the wood spring.v f M The spring D passes between the turned up ends of this clip, and is `held thereby against s lidinglate-` rally on this bearing. 1 1

The leather straps, chains, cords, or other devices, `whcreon the `coach-bodies are suspended, are connected to the upper endsrof theseh springs'D,` lwhich are thus scarrangcd as to act entirelyindependently of the springs G and H until the load becomes so great ,as to overcome, or nearly so, their elasticity.

They are then drawn upv against the said springs G i i and H, near their upper ends,in a manner to` bring` theminto 'action in conjunction, a'ording strong but .elastic springs for heavy loads and lighter springs for lighter loads.

In sonic case the springs H maybe dispensed with, and I propose to use it or not, as preferred.

I also propose to use the two steel springs I) and H, in some ease, without the spring G, which may be done by suit-ably attaching the clip K to the said springs H, and shortening the rods of the clip F.

Any one will observe, by inspection, that the-weight vin my primary as well as the. secondary 'spring acts upon the end thereof', and at the greatest leverage.

This class of springs is incomparably the best for steadying and tak-ing up the irregular motion pro duced by roughroads, but the great-est'diteulty has been to ada-pt them to loadsv of Vdifferent size.

The weight acting upon the spring at the greatest possible leverage, a spring which would answerthe purpose completely for a small load would give way completely'under a heavy one, while a stiff spring, which would answer admirably for a heavy load, would give no elasticity at all to a light one.

As persons who use vehicles of any kind expect them to be weighted unequally at dierent times, and wish always to neutralize t-he jolting, it becomes a great desideratnm to produce a sprin g which will adapt itself to circumstances. Now, I am Iaware that reinforcing springs have been used for vehicles heretofore, but they have only beenemployed on. springs where the weight acted by simple pressurewliile lying upon it.

My improvement has no application to this class of springs.

Having thus described my invention,

"I claim as new and desire .to secure by Letters I` Patent- V The combination with an ordinary thorough-brace spring, I), to the end of which the vehicle is attached, v

and' upon which end thc weight acts, ot' a secondary reinforcing spring, G, which is shorter and stiffer, and

whose elasticity isonly brought into play by a comparat-ii-'ely heavy load, all as shown and described.

JOHN. GOLLER.

l"Witnesses A. BuoNsoN,A S. T. BQNNER. 

